Reversible rotary engine



(No ModeL) 4 Sheets-Sheet l. Y

C. P. CASE.

. REVERSIBLE ROTARY RNGINR. No. 313,056. Patentedlvlar, s, 1R85.`

u l lang/nim 4 Sheets-Sheet 2.

(N0 Model.)

C. P. CASE.

EEVEESIELE EOTAEY ENGINE.

Patented Mar. 3, 1885.

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un l (No Model.) C P CASE 4'Sheets-Sheet 3.

REVERSIBLE ROTARY ENGINE.

Patented Mar. 3, 188.5.

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REVERSIBLE ROTARY ENGINE.

Patented Mar. 3, 1885.

(No Model.)

4 Sheets-Sheet 4. C. P. CASE.

REVERSIBLE ROTARY ENGINE.

Patented Mar. 3, 1885.

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CHARLES P. OASE, OF HORSEHEADS, NEWv YORK.

REVERSIBLE ROTARY ENGINE. i

SPECIFICATIONori-ning part o1' Letters Patent No. 313,056, dated March. 3, 1885.

Application filed M2151?, 1884.

To @ZZ whom, t may concern:

Be it known that I, @nantes l. Crisis, of Horseheads, in the county of Cheinung and State of New York, have invented certain new and useful Improvements in Reversible Rotary Engines, and I do hereby declare that the following is a full, clear, and exact description oftheinvention, which will enable others skilled in the art to which it appertains to make and use the saine, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form part of this specification.

The object of my invention is to produce a rot-ary engine that will economize steam, decrease the friction, to have its parts well balanced to produce a quiet-running engine, and to stop, start, reverse, orV cut Aoff steam with the least possible time and labor; also to make a more durable engine of this class than is now in existence.

rlhe nature of my invention consists in first so constructing the pistons that they may be loosely placed upon the shaft, balance themselves, interlock each other, and still more freely to take up any wear upon the cylinder or ends of piston; inally,'in other details of construction, which will be fully described, and more particularly pointed out in the claims. V

Referring to the drawings, Figure l is a cross-section showing a single set otniy valves in connection with a reversible engine. Fig. 2 is a similar section, showing two sets of valves in use, whereby the steam-ports on the reversing side of the engine are shortened. Fig. 3 shows a non-reversiblel engine. Fig. fi is a perspective view showing the valvechest, steam-cylinder, and casing all cast in onepiece. Fie. 5 is a longitudinal section. Fig. 6 is an end View of pistons with end of piston-shell broken away. Fig. 7 is a seetion through piston, showing some of the details of construction. Fig. S is a view of one of the pistons partly in section with its counterbalance. Fig. 9 is a view of one ofthe heads that connect the shell of the pistons to the shaft. Fig. l is a View of the cnt-off andreversing-gear. Fig. l1 is a View of the clutch for operating the exhaust-valve. Fig. 12 is a (No model.)

' view of the slide and extensionpieee which connects the cam-wheel and abutment-arms. Fig. 13 shows the extension-piece connected. Fig. 14 is a segmental eut oif and reversing and also throttle valves. Fig. l is asegmental filling-piece. Fig. l5 is aperspective view of the rotary valve. `Fig. 17 is a view ofthe device for connecting the operating-levers with the segmental. valves. Fig. 1S shows a modiiication of piston-wheel shell.

The piston and piston-wheel shown in Figs. l, 2, and 3 are of the ordinary construction.

My piston that I design to use in connec- I tion with my engine is shown in Figs. 5, 6, 7, and S, of which the following is the description.

A is the piston, which extends from the surface of the cylinder to the main shaft, and passing around oneside of the shaft C by a reduced portion,is connected to or made integral therewith to a counterbalance, iB, thepnrpose of which is to neutralize the centrifugal force of the piston, thereby reducing friction.

from the counter-balance that extends through a slot, 7s, in the opposite piston. One piston is the duplicate ofthe other. The faces of the pistons are made detachable to be replaced when Worn.

D is the sectional shell in which the pistons are placed, and from which they project a suffieient distance to come in contact with the cylinder. The shell with the heads forms what is called the pistou-wheel. This shellis constructed from a cylinder which is divided longit-udinally, a suiicient amount of metal being cut. from it in dividing to permit the pistons to easily pass through when the two parts are held together by the heads E, which are on either end of the shell.

Upon the faces of the heads E are projections F, through whieh are formed guideways G for the pistons. There are also recesses h in the periphery ofthe heads in line with the guideways for the reception of the extensions t on the end of the pistons. On the outer face of the heads are annular grooves into which are placed packing-rings g, that are set up against the cylinder-cover by light springs to prevent the steam from escaping to the shaft A further extension, a, is made projecting C. Packing-strips i are set in the ends of the projections t' onathe pistons. They extend from the outer face of the pistons down into the packing-ring g on the heads E. These packing-strips are held in place by a dowelpin, upon which they are free to move between the ends of the pistons and cylindercovers H. From the slot 7c outwardly are bored one or more recesses, c, into which are placed pistons d.

Through the piston A a hole, f, is made, into which is placed a double-faced valve,that opens by the pressure of the steam from the side upon which the steam may be acting at the time. This hole by a small passage is in communication with the pistons d and the relief-valve. This double valve is only used in 'reversing-engines; but where a non-reversible engineis used the hole does not extend through but simply from the steam side, connecting with the relief-Valve and the pistons d.

The above devices are more particularly described and claimed in application filed of `even date.

From the outer end of recess c a passage connects it with a hole, f, and recess m. .In

'the latter is placed a valve, m.

` The devices beingduplicated in the other piston, the operation is as follows: Steam entering the ports Z forces the pistons d against the extension a of the opposite pistons, thereby keeping them against the cylinder.

'To keep a constant unvarying pressure upon the pistons d, I provide the relief-valve m',

which is similar to a spring safety-valve, and is rset to blow off the steam from the recess c, when the steam rises above a predetermined pressure, the exit from the valve leading into the exhaust side of the main piston. I also insert a rod, e, in holes e', that extend through lthe pistons and the shaft, (see Figs. 7 and 8,) those in the pistons being counterbored, leaving a` shoulder near its inner end for the coilsprings e. The rod passes through the springs, and has a nut on each end by which the tension of the springs is regulated. After thenuts are screwed upon the rods, the detachable faces of the pistons are then put in place, thus preventing steam from escaping through the holes. The function of the springs Iand rods connectingthe main pistons is to. re-

' lieve the pressure of the piston upon the cylinder when passing the abutments, by slightly withdrawing them from the cylinder when the steam is off of the main pistons.

Between the shell D and pistons A, I doveytail a packing-strip, a, that extends into and neatly fits the heads E, a small space being left between the strips and shell for the steam to set lup the said strips against the main pistons.- In some cases I form a flange on the shell, either a partof the shell or of aseparate piece, upon each side of thepistons, extending them nearly to the ends of the pistons,'as shown in Fig. 19. These flanges are also provided with packing-strips.

In Fig. 4 I illustrate the valve-cylinder, steam and exhaust chests, and cylinder, cast in one piece.

L is the steam-pipe-oneon each side ofthe cylinder.

H is the steamchest with passages H for conducting steam to the end ofthe valve-cylinder H through the ports 11..

I is the outer shell, and J is the cylinder, between which is the exhaust passage-way K, which extends around and forms a steam-covering for the -main and valve cylinder, and prevents the condensation of the live steam in the same.

M are the partitions between the steamchest and exhaust-ways.

The construction shown in Fig. lis designed for an engine seldom used for reversing and is lof more simple construction and action. The

steam-port o leading from the valve being.

sets of valves are used, the steam-ports o o being of an equal length for the forward or backward movement.

In Fig. 3 is shown a non-reversible engine with a single steam-port, o. The valves in all of these types of engines are similar, anda description of one will be suiicientfor all with one exception.v f

O is a rotary valve having preferably eight narrow slots or ports, p, for the admission of steam from its interior to the cylinder, the steam passing from the steam-chest into the valve through the ports h at each end of the valve. The spindle p of the valve extends ont of the chest and is properly geared to `bring one of its slotted ports in communication with the steam-ports oon each half-revolution of. the engine, therebeing two pistons to the same. Upon the outside of the valve is placed asegmental valve, Q, nearly the length of the rotary valve. ,The segmental valve is made by cutting a slot in each side ofa cylinder nearly to its end, leaving the projecting pieces'q q1, that when properly set or moved in relation to the rotary valve will cut off steam or reverse the engine. In the cylindrical end of the segmental valves are two slots, r, for Athe reception of the actuating-piece r that is sleeved upon the shafts p', the sleeve extending outside of the chest and are connected to the levers r for actuating them. The space between the segmental valves is partly filled by a segmental filling-piece, R, made the same as the segmental valve, except that there is one slot on its cylindrical end that engages with a stop at the end of the valve-chest to limit its movement. The rotary valve being put in place, the piece R is slipped over it, the segmental ends pointing outward. Then the segmental valve is placed on the rotary valve, its segmental ends partly lling the space between IOO IIO

the depth of the slot the engine.

slaosc s the ends of the tiling-piece. The end ofthe valve Q extends beyond the rotary valve to r, so that the actuatingpiece r may be connected to the valve. Each of the segmental extensions comes in contact with the cylindrical portions at their ends, and are provided with a packing-piece, s, that is set in their ends and of nearly their width, having springs to set them out.

The operation of the valves is as follows: The rotary valve is moving in the direction of the arrows. (See Fig. l.) ThevalveQqq, being open to its full extent, forms the opening` 2 to 3, and the rotary valve is so timed that the port I or any of the ports in passing this opening will admit steam.for a full stroke of By moving the valve Q q q to shorten the space 2 to 3, the steam will be cut oiit1 in proportion until the valve is brought in contact with the iilling-piece p, when the steam is shut off, stopping the engine.

It will be seen that the steam-port for reversing the engine has been kept closed by one ofthe segments q of the valve in any of the positions mentioned above. To reverse the engine, the segmental valve is still moved in the same direction, carrying with it the iilling-pieces p, until they are arrested by the stop when nearly to the steam-port o. The valve is then open to its full extent, and the engine is running in the opposite direction.

There being two pistons to the engines, necessarily there is a valve at each end of the cylinder. The valves are geared similar to those shown in Fig. l0, or in any well known way, by which the rotary valve is timed with the piston, the cut-off valves being operated by the levers r. A connecting-link, F, is placed between the levers, permitting the engine Ito be operated from either side. The levers may be connected to a governor, making the segmental valve an automatic cut-off valve. On the upper side of the connectinglink I is an extension, t, provided with aslot, :into which is tted the boxes t that serve as a bearing for the pin a, arm a', ot' the clutch U. *Within the pieces, o o', similar to the valve and fillingpiece, the piece o being stationary, and t" serving as an exhaust-valve. The cylindrical end of the piece o enters a recess in the cove-r of the cylinder, and has upon its periphery a sufficient number of teeth to move it to shut one or the other of the exhaustports w. Into these teeth are meshed the teeth of a loose cog-wheel, XV, which in turn is meshed with the cog X upon the shaft r.

By the construction above described and shown it will be seen that the steam cannot leak beyond the gearing. Upon the shaft x is keyed one part of t-he Acoupling U, while the other part is loosely sleeved thereon, and is held in position by a plate and bolt screwed into the end of the shaft. The two extensions of thecoupling are made narrower than the spaces, so that there will be lost motion, the

cylinder are two segmentalA purpose of which will be described further on. When the levers r are moved in either direction, the segmental valves are operated as hereinbefore described also,the same movement operates the exhaust-valve, but owing to the lost motion in the clutch that is operated by the connecting-arm T and the arm a', the exhaust-valve is not moved until the steam is shut off.

In my application before mentioned, I extend my abutment-roller into the groove of. the cam-wheel; but in the present construction the cam-wheel is made smaller, and to connect the groove with the abutment I use the device shown in Figs. 13 and l/ii.

Y is the guide-plate that is attached to the cylinder-covers, and y is the connecting piece, to one end of which the stud is tixed for the roller, and the otlierend is secured rigidly to the abutment.

In Fig. 5 I show my adjustable bearing, of which thereis one on each end of the cylinder, and is constructed as follows: The extension 4: of the cylinder-cover H is bored out conically upon its inner side, and threaded upon the outside. Within this conical extensioml insert a conical sleeve, 5, that fits the main shaft C, and is made to revolve therein by the feather 8, but permits the conical sleeve to have a longitudinal movement.

6 isa sectional gland which is screwed upon the extension 4, and having inward projecting [langes that enter a groove in the conical sleeve 5. The gland C is made in two parts, so that the flanges will enter the grooves, and the parts are heldtogether by the clamp 7, which consists of a ring divided at one side and provided with anges and a clamping bolt. Upon the opposite side of the clamping-bolt is placed a dowel screw, 11, which prevents the clamp from slipping off of the sectional gland. In the outer end of the conica-lsleeve is placed a set-screw, 9, for the purpose of holding the conical sleeve when once adjusted."

The following is the operation: The clamp is loosened upon the sectional gland., also the set-screw on the conical sleeve. The gland is now turned, which draws in the conical sleeve sufficiently to t-ake up any play between the sleeveand the extension.

The rotary steam and eut-off valves herein described and shown will be made thesubject of a separate application.

I claim- 1. Ina rotary the cylinder with with a counter-weight, and the shell pistonwheel, all as shown, and for the purpose described.

2. In a rotary'engine, the combination of the cylinder with the main piston passing around the shafts, and provided with a counter-weight, and the shell-wheel, all substantially as shown and described.

3. In a rotary engine, the combination of engine, the combination of the main piston, provided IOO IIO

4the cylinder, the shell piston-wheel, with the pistons extending around each side ofthe shaft, and provided with a counter-weight and slots, and the extensions passing into the slots, all substantially as shown and described. 4. In a rotary engine, the combination, with the main pistons provided with counter- Weights and extension, of the balancing-pistons, substantially as shown and described.

5. In a rotary engine, the combination of main pistons provided with counter-weights 'and extensions, the balancing-pistons, and the relief-valves, substantially as shown and described.

6. In a rotary engine, the Combination of the main pistons having counter-weights with the spring-rod, the shalt, the nuts on the ends of the rod, and the springs, substantially as shown, and for the purpose described.

7. In a rotary engine, the combination of the main piston with the two-part shell piston-Wheel, and the heads provided with guid es upon their inner face, substantially as shown Aand described.

8. In a rotary engine, the combination of the main piston with the two-part shell piston-wheel, the heads, and the main shaft, substantially as shown and described.

11. The combination ot' the exhaust-valve with the cog-wheels, the clutch, the actuatinglever, and the segmental reversing-valve, substantiallyas shown." l

12. The combination of the actuating-levers with the eonneetingbar provided with a conlpensating-bearing for the clutch-arm and the clutch, substantially as shown.

13. The combination of the cam-Wheel with the abutment, the connecting-link, and its guide, substantially as shown and described.

14. rIhe combination of the main shaft with the conical sleeve feathered thereon, the conically-loored coverextension, and the gland, substantially as shown.

15. The combination of the main shaft with the conical sleeve feathered thereon, and provided with a peripheral groove, the two-part gland provided with a flange, the cover-extension, andthe clamp, substantially as shown.

16. The combination of the main shaft with the conical sleeve feathered thereon, and provided with a peripheral groove and a'setscrew, the two-part gland provided with a flange, the cover-extension, the clamp, and the dowel screw, substantially as shown and described.

In testimony that I claim the foregoing as my own I affix my signature in presence of two witnesses.

CHARLES I. CASE.

Witnesses:

O. E. DUFFY, F. O. MCCLEARY. 

